Electric vehicle emergency charging system and method of use

ABSTRACT

Techniques for electric vehicle systems, and in particular to an electric vehicle emergency charging system and method of use. In one embodiment, a system for charging a moving electric vehicle is disclosed, the system comprising: an electrical storage unit disposed on the electric vehicle; a charging panel in electrical communication with the electrical storage unit; a vehicle controller that determines if the electrical storage unit requires charging and configured to determine if an emergency external power source is available to charge the electrical storage unit; wherein the charging panel receives the charge from the emergency external power source and charges the electrical storage unit.

CROSS REFERENCE TO RELATED APPLICATIONS

The present application claims the benefits of and priority, under 35U.S.C. §119(e), to U.S. Provisional Patent Application Ser. Nos.62/255,214, filed on Nov. 13, 2015, entitled “Electric Vehicle Systemsand Operation;” 62/259,536, filed Nov. 24, 2015, entitled “ChargingTransmission Line Under Roadway for Moving Electric Vehicle;” and62/266,452, filed Dec. 11, 2015, entitled “Charging Transmission LineUnder Roadway for Moving Electric Vehicle.”

This application is also related to U.S. patent application Ser. No.14/954,436, filed on Nov. 30, 2015, entitled “Electric Vehicle RoadwayCharging System and Method of Use;” Ser. No. 14/954,484, filed on Nov.30, 2015, entitled “Electric Vehicle Charging Device Positioning andMethod of Use;” Ser. No. 14/979,158, filed on Dec. 22, 2015, entitled“Electric Vehicle Charging Device Alignment and Method of Use;” Ser. No.14/979,158, filed on Dec. 22, 2015, entitled “Electric Vehicle ChargingDevice Alignment and Method of Use;” and Ser. No. 14/981,368, filed onDec. 28, 2015, entitled “Electric Vehicle Charging Device ObstacleAvoidance and Warning System and Method of Use;” the entire disclosuresof which are hereby incorporated herein by reference, in its entirety,for all that it teaches and for all purposes.

FIELD OF THE INVENTION

The disclosure relates generally to electric vehicle systems, and inparticular to electric vehicle charging systems and associated methodsof use.

BACKGROUND OF THE INVENTION

In recent years, transportation methods have changed substantially. Thischange is due in part to a concern over the limited availability ofnatural resources, a proliferation in personal technology, and asocietal shift to adopt more environmentally friendly transportationsolutions. These considerations have encouraged the development of anumber of new flexible-fuel vehicles, hybrid-electric vehicles, andelectric vehicles.

While these vehicles appear to be new they are generally implemented asa number of traditional subsystems that are merely tied to analternative power source. In fact, the design and construction of thevehicles is limited to standard frame sizes, shapes, materials, andtransportation concepts. Among other things, these limitations fail totake advantage of the benefits of new technology, power sources, andsupport infrastructure.

Existing devices and methods to charge electric vehicles are typicallylimited to fixed locations and of are of limited utility. Therefore,there is a need for an adaptable charging system that may operateremotely or while the charging vehicle is moving. This disclosure solvesthose needs.

By way of providing additional background, context, and to furthersatisfy the written description requirements of 35 U.S.C. §112, thefollowing references are hereby incorporated by reference in theirentireties for all purposes and all that is disclosed: U.S. Pat. No.5,311,973, issued May 17, 1994; U.S. Pat. No. 5,821,728 issued Oct. 13,1998; U.S. Pat. No. 6,421,600, issued Jul. 16, 2002; U.S. Pat. No.6,879,889 issued Apr. 12, 2005; and U.S. Pat. No. 8,544,622 issued Oct.1, 2013; and U.S. Pat. Publ. Nos. 2012/0055751 published Mar. 8, 2012;2012/0203410 published Aug. 9, 2012; 2012/0217112, published Aug. 30,2012; 2013/0248311; and 2015/0137801 published May 21, 2015; and PCTApplication No. WO2010/000495 published Jan. 7, 2010.

SUMMARY OF THE INVENTION

The disclosure provides a system and method of use to provide electricvehicle charging. Specifically, systems and methods to provide chargingthrough induction are presented.

In one embodiment, a system for charging a moving electric vehicle isdisclosed, the system comprising: an electrical storage unit disposed onthe electric vehicle; a charging panel in electrical communication withthe electrical storage unit; a vehicle controller that determines if theelectrical storage unit requires charging and configured to determine ifan emergency external power source is available to charge the electricalstorage unit; wherein the charging panel receives the charge from theemergency external power source and charges the electrical storage unit.

In another embodiment, a method for charging a moving electric vehicleis disclosed, the method comprising: determining, by a microprocessor, acharge value of an electrical storage unit disposed on the electricvehicle; determining, by the microprocessor, if the charge value isbelow a selectable threshold value wherein charging of the electricalstorage unit is required; identifying, by the microprocessor, if anemergency external power source is available for charging of theelectrical storage unit; and positioning, by the microprocessor, acharging panel of the electric vehicle, the charging panel positioned toreceive charging from a charging plate interconnected to the emergencyexternal power source; wherein the charging plate receives charging fromthe emergency external power source and charges the electrical storageunit.

In other embodiments, the method, system and/or device may comprise:wherein the charging panel is configured to operate in a plurality ofstates comprising a retracted state and a deployed state; an actuatorinterconnected to the charging panel and to the electric vehicle,wherein the actuator is configured to move the charging panel to receivethe charge; at least one range sensor configured to measure a firstmeasured distance between a first point on the charging panel and asecond point on a charging plate interconnected to the emergencyexternal power source; wherein the first point of the charging panel ispositioned at a selectable desired separation distance from the secondpoint on the charging plate, wherein the selectable desired separationdistance is selected from a vehicle database; wherein the positioning ofthe first point of the charging panel to the selectable desiredseparation distance is performed automatically by actuation of theactuator; wherein the vehicle controller receives the first measureddistance and automatically actuates the actuator to adjust the positionof the charging panel to the desired separation distance; wherein theemergency external power source is disposed on a moving roadway vehicle;wherein the charging plate is configured to extend from the roadwayvehicle to a position below the electric vehicle, wherein charging isprovided from the emergency external power source to the charging panelof the electric vehicle; wherein a charging level of the charging isselectable from a vehicle database; wherein the charging plate is inphysical contact with the charging panel; and wherein the actuator isconfigured to move the charging panel in both a vertical and a lateraldirection.

In other embodiments, the method may further comprise: measuring, by asensor, an alignment measurement between the charging panel and thecharging plate; transmitting, by the microprocessor, the alignmentmeasurement to an alignment controller; receiving, by the alignmentcontroller, the alignment measurement; determining, by themicroprocessor, a required alignment adjustment; and adjusting, by themicroprocessor, the position of the charging panel by the requiredalignment adjustment.

BRIEF DESCRIPTION OF THE DRAWINGS

For a more complete understanding of the present disclosure and itsadvantages, reference is now made to the following description taken inconjunction with the accompanying drawings, in which like referencenumerals represent like parts:

FIG. 1A shows a vehicle in a charging environment in accordance withembodiments of the present disclosure;

FIG. 1B shows charging areas associated with an environment inaccordance with embodiments of the present disclosure;

FIG. 2A shows a detail view of a vehicle charging panel in a chargereceiving position adjacent to a power source in accordance withembodiments of the present disclosure;

FIG. 2B shows a detail view of a vehicle charging panel in protectedpositions in accordance with embodiments of the present disclosure;

FIG. 2C shows a detail view of a vehicle charging panel in a chargereceiving position adjacent to a power source in accordance withembodiments of the present disclosure;

FIG. 3 is a diagram of an embodiment of a data structure for storinginformation about a charging panel configuration for given roadwaytypes;

FIG. 4 is a flow or process diagram of a method of charging an electricvehicle;

FIG. 5 is a flow or process diagram of a method of positioning acharging panel of an electrical vehicle to receive a charge;

FIG. 6 is a block diagram of a charging panel control system;

FIG. 7A shows a first state of a graphical user interface used inaligning a charging panel of an electrical vehicle to receive a charge;

FIG. 7B shows a second state of the graphical user interface of FIG. 7A;

FIG. 8 is a flow or process diagram of a method of aligning a chargingpanel of an electrical vehicle to receive a charge;

FIG. 9 shows a vehicle in a roadway obstacle environment in accordancewith embodiments of the present disclosure;

FIG. 10 is a diagram of an embodiment of a data structure for storinginformation about sensor configurations for given obstacle risk profile;

FIG. 11 is a flow or process diagram of a method of obstacle warning andavoidance;

FIG. 12 shows a vehicle in an emergency charging environment inaccordance with embodiments of the present disclosure;

FIG. 13 is a diagram of an embodiment of a data structure for storinginformation about a charging panel configuration for given emergencycharging environments; and

FIG. 14 is a flow or process diagram of a method of emergency chargingfrom a roadway vehicle.

It should be understood that the drawings are not necessarily to scale.In certain instances, details that are not necessary for anunderstanding of the invention or that render other details difficult toperceive may have been omitted. It should be understood, of course, thatthe invention is not necessarily limited to the particular embodimentsillustrated herein.

To assist in the understanding of the present invention the followinglist of components and associated numbering found in the drawings isprovided herein:

# Component  10 System  100 Vehicle  102 Travel Environment  104 Roadway(Street or Other Travel Path)  108 Charging Panel (retracted)  108′Charging Panel (deployed)  108A Charging Panel Airfoil Flap (extended) 110 Charging Panel Controller  112 Energy Storage Unit  113 VehicleDatabase  114 Data Structures  115A-N Data Structure Fields  116(Charging) Power Source  120 Charging Area/Plate  120A-C VariousCharging Areas within Travel Environment  122 Charge Provider Controller 124 Transmission Line  126 Vehicle Sensors  127 Separation DistanceSensor  132 Direction or Path  140A Parking Space  140B TrafficControlled Space  204 Armature  208 Separation Distance  212 Positionfor Receiving a Charge  214 Direction  214A First Direction (axis)  214BSecond Direction (axis)  214C Third Direction (axis)  215A-C Roll,Pitch, Yaw Direction (axis)  220 Shield position one  220′ Shieldposition two  226 Protective device  700 Graphical user interface  704Display device  708 Feedback adjustment image one  708′ Feedbackadjustment image two  712 (Charging) Power Source centerline icon  716(Charging) Power Source icon  720 Charging Panel centerline icon  724Alignment instruction  914 Sensor Data Structure  915A-N Sensor DataStructure Fields  928 Obstacle 1200 Emergency Charging Vehicle 1240Charging Cable 1250 Connector 1314 Emergency Charging Data Structure1315A-M Emergency Charging Data Structure Fields

DETAILED DESCRIPTION OF THE INVENTION

In the following detailed description, numerous specific details are setforth in order to provide a thorough understanding of the disclosedtechniques. However, it will be understood by those skilled in the artthat the present embodiments may be practiced without these specificdetails. In other instances, well-known methods, procedures, componentsand circuits have not been described in detail so as not to obscure thepresent disclosure.

Although embodiments are not limited in this regard, discussionsutilizing terms such as, for example, “processing,” “computing,”“calculating,” “determining,” “establishing”, “analyzing”, “checking”,or the like, may refer to operation(s) and/or process(es) of a computer,a computing platform, a computing system, a communication system orsubsystem, or other electronic computing device, that manipulate and/ortransform data represented as physical (e.g., electronic) quantitieswithin the computer's registers and/or memories into other datasimilarly represented as physical quantities within the computer'sregisters and/or memories or other information storage medium that maystore instructions to perform operations and/or processes.

Although embodiments are not limited in this regard, the terms“plurality” and “a plurality” as used herein may include, for example,“multiple” or “two or more”. The terms “plurality” or “a plurality” maybe used throughout the specification to describe two or more components,devices, elements, units, parameters, circuits, or the like.

The term “armature” means a moveable portion of an electromagneticsystem or device.

The term “inductive charging” means the use of an EM field to transferenergy between two objects.

The term “display” refers to a portion of a screen used to display theoutput of a computer to a user.

The term “displayed image” or “displayed object” refers to an imageproduced on the display. A typical displayed image is a window ordesktop or portion thereof, such as an icon. The displayed image mayoccupy all or a portion of the display.

The terms “communication device,” “smartphone,” and “mobile device,” andvariations thereof, as used herein, are used interchangeably and includeany type of device capable of communicating with one or more of anotherdevice and/or across a communications network, via a communicationsprotocol, and the like. Exemplary communication devices may include butare not limited to smartphones, handheld computers, laptops, netbooks,notebook computers, subnotebooks, tablet computers, scanners, portablegaming devices, phones, pagers, GPS modules, portable music players, andother Internet-enabled and/or network-connected devices.

The term “automatic” and variations thereof, as used herein, refers toany process or operation done without material human input when theprocess or operation is performed. However, a process or operation canbe automatic, even though performance of the process or operation usesmaterial or immaterial human input, if the input is received beforeperformance of the process or operation. Human input is deemed to bematerial if such input influences how the process or operation will beperformed. Human input that consents to the performance of the processor operation is not deemed to be “material”.

The term “screen,” “touch screen,” or “touchscreen” refers to a physicalstructure that enables the user to interact with the computer bytouching areas on the screen and provides information to a user througha display. The touch screen may sense user contact in a number ofdifferent ways, such as by a change in an electrical parameter (e.g.,resistance or capacitance), acoustic wave variations, infrared radiationproximity detection, light variation detection, and the like. In aresistive touch screen, for example, normally separated conductive andresistive metallic layers in the screen pass an electrical current. Whena user touches the screen, the two layers make contact in the contactedlocation, whereby a change in electrical field is noted and thecoordinates of the contacted location calculated. In a capacitive touchscreen, a capacitive layer stores electrical charge, which is dischargedto the user upon contact with the touch screen, causing a decrease inthe charge of the capacitive layer. The decrease is measured, and thecontacted location coordinates determined. In a surface acoustic wavetouch screen, an acoustic wave is transmitted through the screen, andthe acoustic wave is disturbed by user contact. A receiving transducerdetects the user contact instance and determines the contacted locationcoordinates. The touch screen may or may not include a proximity sensorto sense a nearness of object, such as a user digit, to the screen.

Before undertaking the description of embodiments below, it may beadvantageous to set forth definitions of certain words and phrases usedthroughout this document: the terms “include” and “comprise,” as well asderivatives thereof, mean inclusion without limitation; the term “or,”is inclusive, meaning and/or; the phrases “associated with” and“associated therewith,” as well as derivatives thereof, may mean toinclude, be included within, interconnect with, interconnected with,contain, be contained within, connect to or with, couple to or with, becommunicable with, cooperate with, interleave, juxtapose, be proximateto, be bound to or with, have, or the like; and the term “controller”means any device, system or part thereof that controls at least oneoperation, such a device may be implemented in hardware, circuitry,firmware or software, or combination of at least two of the same. Itshould be noted that the functionality associated with any particularcontroller may be centralized or distributed, whether locally orremotely. Definitions for certain words and phrases are providedthroughout this document and those of ordinary skill in the art shouldunderstand that in many, if not most instances, such definitions applyto prior, as well as future uses of such defined words and phrases.

For purposes of explanation, numerous details are set forth in order toprovide a thorough understanding of the present techniques. It should beappreciated however that the present disclosure may be practiced in avariety of ways beyond the specific details set forth herein.Furthermore, while the exemplary embodiments illustrated herein showvarious components of the system collocated, it is to be appreciatedthat the various components of the system can be located at distantportions of a distributed network, such as a communications network,node, and/or the Internet, or within a dedicated secured, unsecured,and/or encrypted system and/or within a network operation or managementdevice that is located inside or outside the network. As an example, awireless device can also be used to refer to any device, system ormodule that manages and/or configures or communicates with any one ormore aspects of the network or communications environment and/ortransceiver(s) and/or stations and/or access point(s) described herein.

Thus, it should be appreciated that the components of the system can becombined into one or more devices, or split between devices.

Furthermore, it should be appreciated that the various links, includingthe communications channel(s) connecting the elements can be wired orwireless links or any combination thereof, or any other known or laterdeveloped element(s) capable of supplying and/or communicating data toand from the connected elements. The term module as used herein canrefer to any known or later developed hardware, circuit, circuitry,software, firmware, or combination thereof, that is capable ofperforming the functionality associated with that element. The termsdetermine, calculate, and compute and variations thereof, as used hereinare used interchangeable and include any type of methodology, process,technique, mathematical operational or protocol.

With attention to FIGS. 1-14, embodiments of the electric vehiclecharging system 100 and method of use are depicted.

In one embodiment, methods and systems are described that determinewhether a charging panel associated with an electric vehicle should bedeployed to charge an energy storage unit of the vehicle. In someembodiments, an in-roadway (such as a parking space) charging area isemployed. The automobile may require, e.g., a charge, in a properlocation for charging, sufficient time to receive a charge, etc.Conditions are analyzed by the vehicle and/or the charging system,wherein a charge may be authorized. In some embodiments, a chargingpanel or circuit may be distally disposed on an armature that may hoverover a charging circuit in a roadway. The armature may move in threedimensions and/or in three axes to maintain an optimal distance from thecharging circuit but still keep the panel from impacting the roadway orother road hazards. A suite of sensors may monitor the roadway ahead toallow the armature to adjust to sensed hazards.

Referring to FIG. 1A, a vehicle 100 is shown in a charging environmentin accordance with embodiments of the present disclosure. The system 10comprises a vehicle 100, an electrical storage unit 112, an externalpower source 116 able to provide a charge to the vehicle 100, a chargingpanel 108 mounted on the vehicle 100 and in electrical communicationwith the electrical storage unit 112, and a vehicle charging panelcontroller 112. The charging panel controller 112 may determine if theelectrical storage unit requires charging and if conditions allow fordeployment of a charging panel. The vehicle charging panel 108 mayoperate in at least a retracted state and a deployed state (108 and 108′as shown is FIG. 1A), and is movable by way of an armature 204.

The charging panel controller 112 may receive signals from vehiclesensors 126 to determine, for example, if a hazard is present in thepath of the vehicle 100 such that deployment of the vehicle chargingpanel 108 is inadvisable. The charging panel controller 112 may alsoquery a vehicle database 113 comprising data structures 114 to establishother required conditions for deployment. For example, the database mayprovide that a particular roadway does not provide a charging service orthe charging service is inactive, wherein the charging panel 108 wouldnot be deployed.

The power source 116 may include at least one electrical transmissionline 124 and at least one power transmitter or charging area 120. Duringa charge, the charging panel 108 may serve to transfer energy from thepower source 116 to at least one energy storage unit 112 (e.g., battery,capacitor, power cell, etc.) of the electric vehicle 100.

In some embodiments, the power source 116 may be associated with aparticular charging area of a travel environment 102. Referring to FIG.1B, various charging areas 120A-C are shown in a vehicle travelenvironment 102 in accordance with embodiments of the presentdisclosure. The charging areas 120A, 120B may be positioned a staticarea such as a designated spot, pad, parking space 140A, 140B, trafficcontrolled space (e.g., an area adjacent to a stop sign, traffic light,gate, etc.), portion of a building, portion of a structure, etc., and/orcombinations thereof. Some static charging areas may require that theelectric vehicle 100 is stationary before a charge, or electrical energytransfer, is initiated. In some cases, the charging panel 108 may make aphysical connection with the power source 116. As can be appreciated,the charging panel 108 may include a plug or other protruding featureand the power source 116 may include a receptacle or other receivingfeature, and/or vice versa.

Another example of a static charging area may include a portion of aroadway 104, street, or other travel path that is configured to provideelectrical charging energy to a charging panel 108 of a vehicle 100. Thecharging area may be in the roadway 104, on the roadway 104, orotherwise adjacent to the roadway 104, and/or combinations thereof. Thisstatic charging area 120B may allow a charge to be transferred evenwhile the electrical vehicle 100 is moving. For example, the staticcharging area 120B may include a charging transmitter (e.g., conductor,etc.) that provides a transfer of energy when in a suitable range of areceiving unit (e.g., an inductor pick up, etc.). In this example, thereceiving unit may be a part of the charging panel 108 associated withthe electrical vehicle 100.

The charging area may be a moving charging area 120C. Moving chargingareas 120C may include charging areas associated with one or moreportions of a vehicle, a robotic charging device, a tracked chargingdevice, a rail charging device, etc., and/or combinations thereof. In amoving charging area 120C, the electrical vehicle 100 may be configuredto receive a charge, via the charging panel 108, while the vehicle 100is moving and/or while the vehicle 100 is stationary. In someembodiments, the electrical vehicle 100 may synchronize to move at thesame speed, acceleration, and/or path as the moving charging area 120C.In one embodiment, the moving charging area 120C may synchronize to moveat the same speed, acceleration, and/or path as the electrical vehicle100. In any event, the synchronization may be based on an exchange ofinformation communicated across a communications channel between theelectric vehicle 100 and the charging area 120C. Additionally oralternatively, the synchronization may be based on informationassociated with a movement of the electric vehicle 100 and/or the movingcharging area 120C. In some embodiments, the moving charging area 120Cmay be configured to move along a direction or path 132 from an originposition to a destination position 120C′.

In some embodiments, a transformer 136A, 136B may be included to converta power setting associated with a main power supply to a power supplyused by the charging areas 120A-C. For example, the transformer 136A,136B may increase or decrease a voltage associated with power suppliedvia one or more power transmission lines.

As can be appreciated, when the electrical vehicle 100 determines that acharge is required, a deployment or charging panel controller 110controller (e.g., a hardware device comprising a processor configured tocontrol an actuation of the charging panel 108, etc.) may determinewhether to deploy the charging panel 108 of the electric vehicle 100.Factors, or conditions, contributing to this determination may include,but is in no way limited to, charge level of the vehicle 100, locationof the vehicle 100, location of a charging area 120, a capability of thecharging area 120 (e.g., energy transfer rating, compatibility with thecharging panel 108 and/or vehicle 100, static charging capability,moving charging capability, etc.), obstacles between the charging panel108 and the charging area 120, anticipated travel path of the vehicle100, time required to charge, travel time, stopping time, etc., and/orcombinations thereof. Among other things, these factors may be analyzedto determine whether the electric vehicle 100 is capable of receiving acharge (e.g., enough time to receive a charge, etc.). Once theseconditions are analyzed by at least one of the deployment controller,another controller of the vehicle, the charging system and/orcombinations thereof, a charge may be authorized. The authorization of acharge may include receiving a charge initiation key (e.g., from anauthentication server, one or more components associated with thecharging area, etc.). In any event, the authorization of the chargecauses the charging panel 108 of the vehicle 100 to deploy.

In some embodiments, mechanism, devices, and systems are described thatselectively position the charging panel into position for receiving acharge 212 (e.g., the charge-receiving position). FIG. 2A shows a detailview of a vehicle charging panel 108 in a charge receiving positionadjacent to a power source 120 in accordance with embodiments of thepresent disclosure. As provided herein, the charging panel 108 of avehicle 100 may need to be deployed or moved into a position forreceiving a charge 212. This position may be based on specific powertransfer requirements, on a specific distance of the charging panel 108relative to the charging area 120, safety requirements, and/or adesignated distance of operation for effecting an electrical energytransfer, or charge 212, operation. While the charging panel 108 may beactuated from a retracted or concealed position into a deployed, orcharge-receiving, position as described above, the charging panel 108may need to be moved, at any time, in response to a detected condition.One example of the detected condition may be an obstacle, obstruction,object, natural condition, chemical, etc., and/or combination thereofthat can potentially damage or otherwise contact the charging panel 108.By way of example, a charging panel 108 may be disposed on an exposedside of a vehicle 100 (e.g., the underside of the vehicle 100, etc.).When the charging panel 108 is actuated into a deployed position, thecharging panel 108 may be vulnerable to damage from variations in aroadway or some other condition. Continuing this example, as a movingvehicle is receiving a charge, via a deployed charging panel 108, anobject on the road 104 may contact and/or damage the charging panel 108.The embodiments described herein may account for variations in terrain,objects, and/or other conditions and selectively move the charging panel108 from a deployed position to a concealed or at least partiallyconcealed position. In some embodiments, and as shown in FIG. 2B, ashield 220 may be inserted or positioned between the object/hazard andthe charging panel 108 to, among other things, prevent damage to thecharging panel 108.

In one embodiment, the charging panel 108 and/or circuit may be distallydisposed on an armature that is configured to hover over a chargingcircuit 116 in a roadway 104. Typically this distance 208 may bepredetermined or preset for energy transfer requirements and/or safety(e.g. via query by controller 110 to database 113), however embodimentsdisclosed herein should not be so limited. In any event, the armature204 may move in one or more dimensions and/or axes to maintain anoptimal or preset distance 208 from the charging circuit 120 whilepreventing the charging panel 108 from impacting the roadway 104,environmental, and/or other hazards. In one embodiment, one or moresensors 126 may monitor the roadway 104 around a vehicle 100 (e.g., anarea or volume of space ahead of or in proximity to a vehicle 100, etc.)at least at a detection distance from the armature 204. This sensormonitoring can allow the armature 204 to timely adjust position inresponse to at least one condition and/or hazard detected by the one ormore sensors 126. Height or separation distance between a point on thecharging panel 108 and the roadway surface 104 and/or charging panel 120is provided by one or more separation sensors 127.

Rather than retract, or at least partially retract, the charging panel108, a minor positional adjustment may be all that is required to avoidcontact with an object or to avoid a hazard. In this embodiment, amovement controller (as contained in controller 110—see e.g. FIG. 6) maydetermine to move the charging panel 108 and/or armature 204 along adirection 214 parallel to the surface of the roadway. For instance, as avehicle 100 is travelling along a path in a first direction 214B, ahazard may be detected in the path via the one or more sensors 126described herein. Continuing this example, the sensor information may beused by a controller of the vehicle 100 to move the charging panel in adirection different 214A, 214C from the first direction 214B. Thedirection different 214A, 214C from the first direction 214B may beorthogonal to the first direction 214B. Additionally or alternatively,the direction different 214C (shown going into and coming out of thepage in FIG. 2A) from the first direction may be along a plane that isparallel to the surface of, or hypothetical plane established by, theroadway 104. In any event, the minor positional adjustment to thecharging panel 108 may be enough to avoid a collision, impact, and/orother contact with the hazard.

The charging panel 108 may be attached to at least one suspensioncomponent of the vehicle 100. In one embodiment, the charging panel 108may be moved via a mechanical connection and based on a movement of atleast one suspension element of the vehicle 100. In some embodiments,the movement may be driven by a mechanical and/or electrical component,actuator, linkage, solenoid, or other mechanism/device. In any event,the movement may be effected in response to detecting a mechanicalmovement of the suspension, the vehicle 100, and/or the roadway 104relative to the charging panel 108, etc.

In some cases, a movement of the charging panel 108 may not be feasibleor even possible. For instance, when a moving obstacle is detected asapproaching the vehicle 100 at speed or an object comes dislodged from aportion of the vehicle 100, the charging panel 108 may not be capable ofmoving quick enough (e.g., from an exposed position to a completely, orat least partially, concealed position, etc.) to prevent impact. In anyevent, a shield 220 or protective panel may be actuated, deployed,inserted, or otherwise positioned into a position 220′ between theobstacle/object and the charging panel 108. When in this position, theshield 220 may serve to absorb, deflect, or otherwise minimize theeffect of an impact or shock. Positioning of the shield 220 may includea spring-loaded actuation, mechanical actuation, electrical actuation,gas actuation, fluid actuation, an explosive deployment (e.g., similarto an airbag or safety restraint system initiation and deployment,sodium azide, potassium nitrate, etc.), etc., and/or combinationsthereof. The shield 220 positioning may be performed in a fraction ofthe time it takes the charging panel 108 to deploy and/or retract.

In one embodiment, one or more sensors 126 may be used to detect anobstacle, object, or other hazard. The one or more sensors 126 mayinclude, but are in no way limited to, image sensors, radio frequencysensors, laser radar or ladar sensors, infrared sensors, mechanicalsensors (e.g., strain gauges, pressure sensors, brush sensors, leafspring sensors, cantilevered motion sensors, etc.), electrical energysensors, etc., and/or combinations thereof. In some embodiments, anarray of sensors 126 may be used to detect an object and determine, orextrapolate, a position of the object at a particular time. Forinstance, a rock may have been set into motion via making contact with amoving vehicle 100 travelling along a roadway 104. Continuing thisexample, the rock may be bouncing toward the side 216 of the electricalvehicle 100 having the deployed, or at least partially deployed,charging panel 108. The array of sensors 126 in this example maydetermine a trajectory of the rock. Using sensor provided information acontroller of the vehicle may initiate a command to one or more of themovable armature 204, shield 220, charging panel deployment mechanism,retracting device, and/or other device to protect the charging panelfrom damage. As provided above, the protection of the charging panel 108may include moving the charging panel 108 to an at least partiallyconcealed position and/or moving a shield 220 into a position 220′ thatat least partially conceals the charging panel 108. The shield may be abrush, such as a wired cylindrical brush, to clear or receive debrissuch as roadway debris.

FIG. 2C shows a detail view of a vehicle charging panel 108 in a chargereceiving position adjacent to a power source wherein the charging panelis an airfoil shape. In this embodiment, the charging panel 108 maycomprise an airfoil flap 108A. The airfoil shape in some situations mayprovided improved control and/or positioning and/or structural stabilityto the charging panel 108 with respect to maintaining charging distanceto charging panel 120 (as embedded in a roadway or flush with a roadwaysurface). More specifically, when the vehicle 100 is moving atsufficient speed, aerodynamic forces or loads will be generated andimposed on any structures fitted between the bottom of the vehicle andthe roadway. Furthermore, such nominal aerodynamic loads may beexasperated due to the relatively small distance between the lowered ordeployed charging panel and the roadway causing the aerodynamic flow tobe in ground effect (causing ever higher aerodynamic loads). As such, anairfoil shape will enable improved control on the aerodynamic loading onthe charging panel and likely improved positioning stability. Themovement or positioning of the charging panel 108, comprising 3-dtranslation (214A-C) and 3-d rotation (roll, pitch, yaw) may becontrolled via controller 110 as enabled by one or more separationsensors 127. A loading sensor may further be configured to obtainloading at one or points on the charging panel. FIG. 6 details theoperation of such a feedback control system for positioning of thecharging panel 108. Note that sensor 127 would be disposed on armature204 and/or charging panel 108 in a manner so as not to disturb theairfoil shape. Also, the flap 108A affords additional control.Furthermore, the manner in which charging panel 108 in mounted in FIG.2C would nominal produce a downward lifting force on the panel 108 giventhe airfoils chamber relative to the roadway. The airfoil shape may alsobe mounted so as to produce an upward listing force. In otherembodiments, alternative aerodynamic shapes are positioned upstreamand/or downstream of the charging panel to improve airflow (e.g.straighten incoming airflow) or for other reasons as know to thoseskilled in the art.

FIG. 3 is a diagram of an embodiment of a data structure 114 for storinginformation about a charging panel configuration for given roadwaytypes. The data structures are stored in vehicle database 113 andaccessible by vehicle controller 110. The data contained in datastructure 114 enables, among other things, for the vehicle controller110 to initially position and to control the position of a deployedcharging panel 108. Exemplar data may comprise panel type 115A meaningtype of charging panel configured to vehicle comprising a flat panel(e.g. of FIGS. 2A-B and an airfoil e.g. of FIG. 2C); roadway type 115Be.g. an interstate (Colorado Interstate 25) or state highway e.g.Colorado Highway 36; a nominal recommended separation distance 115Cbetween a set datum e.g. the lower surface of the panel and the roadway,e.g. 8 inches; a pitch angle 115D for the panel, a flap setting 115E (asappropriate), maximum vertical load 115F allowed to the charging panel;obstacle risk level 115G (this may allow tuning or adjustment of thesensitivity of obstacle sensor 126, e.g. signal/noise ratio of a radarsensor, or trip thresholds as to a forward obstacle detection); roadwaypower type 115H; and other 115I which may comprises if roadway iscurrently operational, costs of charging, etc. Further data fields 115N,115M are possible.

With reference to FIGS. 1-3, FIG. 4 provides a flow chart illustratingan exemplary method of use of charging an electric vehicle 100 by way ofthe system 10. Generally, the method 400 starts at step 404 and ends atstep 428.

After starting at step 404, at step 408 the method 400 queries as towhether charging is required by the electric vehicle 100. If charging isrequired, the method proceeds to step 412. If charging is not required,the method 400 proceeds to step 428 and the method 400 ends. At step412, a query is made as to if a power source is available. That is, isthe energy source (such as provided in a various charging area 120A-C)able to provide a charging service to electric vehicle 100. The querymay be facilitated and/or determined by way of controller 110 anddatabase 113. If NO (that is, no charging available), the methodproceeds to step 428 and ends. If the result of the query of step 412 isYES, the method proceeds to step 416.

At step 416 a query is made as to whether the vehicle 100 and/or chargepanel 108 is configured to receive the charging from power source. Sucha query may be facilitated by communications between vehicle “smart”control systems (e.g. controller 110) of one or both of vehicle 100 andcharging area 120A-C. The query may be facilitated and/or determined byway of controller 110 and database 113. Note that incompatibilities mayinclude min/max energy transfer thresholds (e.g. voltages). If NO (i.e.the vehicle is incompatible with the power source) the method proceedsto step 428 and ends. If the result of the query of step 516 is YES, themethod proceeds to step 420.

At step 420, a query is made to determine if conditions allow chargingpanel to be deployed. Here, database 113 may be queried to determine ifpower is available from a particular roadway. Additionally oralternatively, one or more sensors 126 may determine that an obstaclepresents undue risk of damage to the charging panel so as to determinethat conditions do not allow charging panel deployment. If the answer toquery of step 420 is YES, the charging panel is deployed and the methodcontinues to step 424. If NO the method proceeds to step 428 and ends.At step 424 the deployed charge panel 108 receives a charge and themethod proceeds to step 528 wherein the method ends.

With reference to FIGS. 1-4, FIG. 5 provides a flow chart illustratingan exemplary method of positioning a charging panel 108 of an electricalvehicle 100 to receive a charge by way of the system 10. Generally, themethod 500 starts at step 504 and ends at step 528.

After starting at step 504, at step 508 the method queries as to whethercharging is required by the electric vehicle 100. If charging isrequired, the method proceeds to step 512. If charging is not required,the method 500 proceeds to step 528 and the method 500 ends. At step512, a query is made as to if a power source is available. That is, isthe energy source (such as provided in a various charging area 120A-C)able to provide a charging service to electric vehicle 100? The querymay be facilitated and/or determined by way of controller 110 anddatabase 113. If NO (that is no charging available), the method proceedsto step 528 and ends. If the result of the query of step 512 is YES, themethod proceeds to step 516.

At step 516, the controller 110 queries the database 113 to determinethe nominal conditions for deployment of the charging panel 108. Forexample (with regards to FIG. 3), if the charging panel is of type“Airfoil A4” and vehicle 100 is traveling on CO I-25, the charging panelis set to separation distance 8 inches and with pitch and flap at 0degrees. The method then proceeds to step 520 wherein the charging panel108 is positioned to the nominal set deployment conditions establishedin step 520. (In one embodiment, prior to step 520, a query is made,akin to step 420 of method 400, to determine if conditions allow fordeployment of the charging panel.) At step 524 the deployed charge panel108 receives a charge and the method proceeds to step 528 wherein themethod ends.

FIG. 6 is a block diagram of a charging panel control system 600.Generally, the control system 600 is a feedback control system tocontrol the separation distance between the charging panel 108 and theroadway (or more generally, the charging source). Selected separationdistance is input (as determined by way of query to database 113 ormanually entered by user) and compared with a measured separationdistance (as from a separation distance sensor 127) to compute an errorsignal. The error signal is received by the controller 110 to determinecontrol inputs to actuator of armature 204 which moves the chargingpanel 108. The error signal will typically be non-zero due todisturbances to the charging panel, such as aerodynamic loads generatedwhile the vehicle is in motion. The controller 110 may employ any knowntypes of feedback control known to those skilled in the art, comprisingstochastic control, proportional, interal and/or derivative control,non-linear control and deterministic control. In other embodiments, aplurality of sensor 127 inputs are provided and/or a plurality ofseparation distances and/or loading measures are controlled. Forexample, a pair of positional sensors may be positioned at ends of theleading edge of an airfoil type charging panel whereby pitch and/or rollare controlled as well as distance from the roadway. Furthermore, aloading sensor may be positioned on the armature to measure the loadingimparted to the armature shaft, so as to provide an ability to, forexample, determine if a threshold value for do-not-exceed loading (asstored in database 113) has been exceeded.

In one embodiment, the charging area 120A-C and/or power source 116provides notice to the vehicle 100, controller 110, and/or vehicle userthat charging service is available and/or terms and conditions thereof.The notice may comprise targeted communications e.g. by texting tovehicles within a selectable distance. The content of the notice maycomprise: the availability of charging, and terms and conditions ofcharging (cost, payment types, amount available, duration of chargingtime, etc). The notice may comprise a physical mounted advertisementthat charging is available, not unlike a taxi “off duty” or “on duty”light mounted on a taxi rooftop.

In one embodiment, the charging panel 108 is maneuvered manually, e.g.by a vehicle user, a vehicle passenger, or an attendant at a stationarycharging environment.

In one embodiment, the charging panel 108, through use of the feedbackcontroller 110 described in one embodiment as FIG. 6, maintains a“terrain following” i.e. “TF” mode wherein the planar lower surface ofthe charging panel 108 maintains a constant height above (or “altitude”)above the roadway surface. In the case of a truly flat or planarroadway, such a TF mode would only require vertical movement of thecharging panel 108 in one variable (the separation distance 208), theone variable being a vertical distance. If the roadway is not trulyplanar (relative to the charging panel 108), perhaps due to a roadwaycrown or perhaps due to a slight roll in the vehicle posture due tonon-uniformly inflated tires, then the controller 108 may maintain morethan one variable. That is, perhaps a slight roll angle in addition tovertical height above the roadway. More specifically, a vehicletraveling in the USA in the right hand lane typically encounters aroadway crown that rises to the left toward the roadway centerline,thereby requiring a slight roll right configuration of the chargingpanel 108. As such, the controller would be maintaining both a rollposition and a vertical height position. Such a multivariable feedbackcontroller may be similar to that shown in FIG. 6 or, in someembodiments, of any design known to those skilled in the art. Note thatroadway crown may, in one embodiment, be a data record maintained indatabase 113. Furthermore, vehicle sensors 126 may comprise one or moresensors able to measure roadway crown and/or other features of anon-planar roadway and/or a non-parallel relationship between the lowersurface of the charging panel and the roadway (e.g. vertical distancesensors at each corner of the vehicle measuring distance from vehicle tothe roadway).

FIGS. 7A-B show representative states of a graphical user interface(GUI) used in aligning a charging panel of an electrical vehicle toreceive a charge. More specifically, FIGS. 7A-B depict graphical userinterfaces 700 displaying feedback adjustment image one 708 and feedbackadjustment image two 708′ in accordance with embodiments of the presentdisclosure. In some embodiments, methods and systems are described thatprovide an electric vehicle 100 with the ability to properly align thecharging panel 108 of the vehicle 100 over a charging circuit or powersource 116. This system may continually and dynamically determine aposition or location of the charging panel 108 relative to at least oneof the charging circuit components aka power source 116. The dynamicposition or location may be provided to a driver of the vehicle via atleast one graphical user interface (GUI) 700 of a display device 704 toallow the driver to make any adjustments to the position of the vehicle100 and/or the charging panel 108. For instance, the GUI 700 may show avehicle image aka feedback adjustment image 708 relative to an alignmentline, or centerline aka power source centerline icon 412, of an imagerepresenting a charging element aka power source icon 416. As theposition of the charging panel 108, or vehicle 100, changes relative tothe charging circuit components 116 the graphical output (e.g., showingthe relative position of the components in the charging system, etc.)provided to the at least one GUI 700 changes (e.g., a changedrepresentative image 708′, of the vehicle 100 may move relative to thecenterline 712 and/or image representing the charging element aka powersource icon 716, or vice versa, etc.) to reflect the changed position.This continual updating of the GUI 700 and the relative chargingcomponents position can provide a driver of the vehicle 100 with afeedback loop by which the driver can adjust a position of the chargingpanel 108 and/or the vehicle 100 to obtain an optimal charging alignmentbetween the charging panel 108 and the at least one charging circuitcomponent 116. In some embodiments, a feedback recommendation akaalignment instruction 724 may be displayed to a portion of the GUI 700.For example, the feedback recommendation 724 may provide the driver withalignment instructions and/or advice for adjusting a position of thevehicle 100 relative to the charging circuit 116.

In some embodiments, alignment instructions may comprise more than ahorizontal separation distance adjustments, e.g. both a horizontal and avertical alignment or position instructions, or a horizontal alignmentinstruction and an angular position. The angular alignment adjustmentmay comprise a yaw alignment command, which may be particularlyimportant if the vehicle is moving and the power sources are multiplesequential power sources embedded in a roadway.

The at least one charging circuit component 116 may be in communicationwith the vehicle, and/or a mobile device associated with a user of thevehicle 100 (e.g., the driver, etc.). In some embodiments, and asdescribed above, where the electrical vehicle 100 can receive a chargewhile moving (e.g., in a moving charge area scenario, a static chargingarea disposed along a length of a travel path 104, etc., and/orcombinations thereof) the relative position of the charging panel108/vehicle 100 to the at least one charging circuit component 116 canbe presented (e.g., via the GUI 400, etc.) to allow driving changes tobe made and for the vehicle 100/charging panel 108 to be properlyaligned. The orientation of the vehicle 100 and/or the charging panel108 may be based on sensor input from one or more vehicle sensors and/orfrom one or more sensors exterior to the vehicle 100. In someembodiments, the alignment may be a function of an onboard applicationon the vehicle 100 or on a device (e.g., a mobile device of a vehicledriver, vehicle owner, etc.).

In some embodiments, the alignment feedback provided to the vehicle 100,the GUI 700, a driver of the vehicle 100, and/or other control componentassociated with the vehicle 100 may be used by a vehicle control systemto automatically adjust the position of the vehicle 100 and/or thecharging panel 108 relative to the at least one charging circuit 116. Asprovided herein, the position of the charging panel 108 may be requiredto be within an optimal charge range of the at least one chargingcircuit component 116. This optimal charge range may include a verticaldistance between the charging panel 108 and the at least one chargingcircuit component 116 and/or a horizontal distance between a portion ofthe charging panel 108 and a portion of the at least one chargingcircuit 116. In some cases, the optimal charging range may include adistance 208 between a specific portion of the charging panel 108 and aspecific portion of the at least one charging circuit 116. In any event,the optimal charging range may be defined as the position of thecharging panel 108 relative to the at least one charging circuitcomponent 116 that is capable of effecting an efficient transfer ofenergy. The optimal charging range, and similar charging parameters(e.g. separation distance between charging panel and roadway surface)may be stored in a database in or on the vehicle (e.g. vehicle database113) or remotely, e.g. in the cloud. The efficient transfer of energymay include a percentage, an allowable loss amount, and/or other valuedefining the electrical energy transfer from the at least one chargingcircuit component 116 to the charging panel 108. As can be appreciated,this information may be displayed to the GUI 700.

With reference to FIGS. 1-7, FIG. 8 provides a flow chart illustratingan exemplary method of aligning a charging panel 108 of an electricalvehicle 100 to receive a charge by way of the system 10. Generally, themethod 800 starts at step 804 and ends at step 824. After starting atstep 804, at step 808 a sensor measures the alignment of thevehicle-mounted charging panel 108 with respect to the charging powersource 116. The alignment sensor may be mounted on the vehicle 100and/or on the ground, to include in proximity to the power source 116.The alignment sensor measures a distance between a centerline of thepower source 116 and the centerline of the charging panel 108, forexample a linear separation distance.

At step 812, the sensor transmits the sensor measurement data so as tobe received by an alignment controller. The transmittal may be throughany means known to those skilled in the art, such as by wirelesscommunication. The sensor may transmit in an analog and/or digitalmanner. The sensor may be a plurality of sensors, and may broadcast atselected frequencies and/or power levels.

At step 816, the alignment controller receives the sensor measurementdata and determines if any alignment required. For example, the sensormay provide that the linear separation distance is 0.5 meter, therebydetermining that an alignment adjustment of 0.5 in a particulardirection is required for optimal energy transfer between the chargingpanel 108 and the power source 116. The alignment controller may alsodetermine additional data, such as the power efficiency between thecharging panel 108 and the power source 116 (e.g. in FIG. 7B the powertransfer efficiency is provided as 43%.) The alignment controller mayprovide text description as to directionality (e.g. move left or right)as provided by alignment instruction 724. The alignment controller mayprovide alignment data (e.g., comprising linear separation distance,power transfer level, directionality for improved alignment, etc) by wayof a graphical user interface 700 and/or may automatically adjust theposition of the vehicle and/or charging panel 108 for improvedalignment. The alignment controller may provide signals to the actuatorso as to minimize or eliminate the alignment error or alignmentrequired, or to effect the movement of the charging panel via theactuator and/or armature. The alignment controller may provide signalsto adjust the charging plate in more any of three translation positionsand/or angular positions (as shown, e.g. in FIG. 2C.) The alignmentcontroller may also perform signal processing to blend multiplemeasurements from one or more sensors. Furthermore, the alignmentcontroller may also provide feedback control with respect to the linearseparation, as described above with respect to FIG. 6. The method endsat step 824.

FIGS. 9-11 describe aspects of an electric vehicle charging deviceobstacle avoidance system and method of use. Generally, FIG. 9 shows avehicle in a roadway obstacle environment, FIG. 10 provides a diagram ofan embodiment of a data structure for storing information about sensorconfigurations for a given obstacle risk profile, and FIG. 11 provides aflow or process diagram of a method of obstacle warning and avoidance.

In some embodiments, methods and systems are described that employ oneor more sensors, (e.g., a sensor array, etc.) to warn of road hazards orobstacles 928. FIG. 9 shows a block diagram of a vehicle 100 andobstacle detection system in accordance with embodiments of the presentdisclosure. Similar, if not identical to the sensors 126 describedabove, the one or more sensors 126A-F may be road-focused radar, movingsensors, and/or other stationary or mounted sensors. In one embodiment,the sensors 126A-F may include one or more physically active sensors,including brush sensors, physical contact sensors, etc. These morephysically active sensors may detect the obstacle and may even alter acondition associated with the obstacle 928. For instance, at least onephysical component of the more active sensors may physically moveobstacles 928, mitigate the effect of an impact of an obstacle 928,and/or even come into physical contact with those obstacles 928. In somecases, the physical contact with the obstacle 928 may produce thewarning.

One example of a more active, or physical contact, sensor may include awedge component, plow-shaped component, and/or deflecting member havinga strain gauge attached thereto. In any event, the more active sensormay include a mechanical portion coupled thereto that is designed tocontact an object 928. The contact with the object 928 may be measuredas a stress, strain, electrical signal (e.g., potential difference,capacitance change, impedance, etc.), mechanical contact switchactuation, etc., and/or combinations thereof. In any event, upondetecting the contact, the sensor may provide a signal to a controller110. The controller 110 may interpret the signal and determine to send aretraction command signal to one or more protective devices 226configured to move and/or protect the charging panel 108. It isanticipated that the charging panel 108 may be made adjusted or moved(e.g., retracted, concealed, deployed, etc.), by the controller 110, inresponse to receiving and interpreting the detection signal withinfractions of a second. In one example, the time between detecting theobstacle 928, or contact, and the controller 110 initiating a movementcommand configured to retract the charging panel 108 may be less than300 milliseconds. In yet another example, the time between detecting thehazard 928, or contact, and the controller 110 initiating a movementcommand configured to retract the charging panel 108 may be less than100 milliseconds.

FIG. 10 is a diagram of an embodiment of a data structure 914 forstoring information about sensor configurations for given obstacle riskprofiles. The data structures are stored in vehicle database 113 andaccessible by vehicle controller 110. The data contained in datastructure 914 enables, among other things, for the vehicle controller110 to configure, operate, initially position and/or to control the oneor more sensors 126, such as the sensors 126A-F depicted in FIG. 9.Exemplar data may comprise obstacle risk 915A, sensor type 915B,environmental conditions 915C, shield deployment 915D, and other 915Ewhich may comprise further operational parameters of a given sensor.Further data fields 915K, 915L are possible.

Obstacle risk 915A may provide a measure of the relative risk orlikelihood of obstacles or hazards that may present themselves to adeployed charging panel 108. For example, a roadway undergoingmaintenance is more likely to present hazards (e.g. fallen barricade inthe roadway, foreign objects such as bolts or other constructionhardware in the road, etc) than one not undergoing such maintenance.Sensor type 915B may comprise any sensor types known to those skilled inthe art to provide obstacle warning, comprising ladars, radars, andcameras of various bands such as IR and visible. Such sensors maycomprise scanning sensors and fixed direction sensors, and may becontrolled automatically, semi-automatically, or manually by an occupantof the vehicle. Additional characteristics of any particular sensor typemay be provided in the Other 915E data field, providing characteristicscomprising signal/noise ratios which influence valid “hits” orindicators of the presence of an object, sensitivity levels (i.e. “tripthresholds”) for such obstacle detection hits, sensor power or energy oremission levels, scanning and/or dwell times or durations, frequencybandwidths, pulse characteristics (if a pulsed sensor) such aswavelength shapes (e.g. square pulse, etc), and shape of sensor emission(e.g., fan shape or pencil-beam shape). Environmental conditions 915Cmay comprise visibility data (e.g. daylight, nighttime), humidity data(e.g. rain or fog). Shield deployment 915D may comprise on/off or yes/nodeployment of a protective shield surrounding the charging panel (such aprotective shield may produce unwanted aerodynamic drag and thereforenot typically be deployed). Further parameters may comprise speed ofvehicle (e.g. a higher speed may correlate to a higher obstacle risklevel). Data structure 914 may be accessible automatically by controller110 and/or by a vehicle user. Data structure 914 may comprise elementsand characteristics of data structure 114.

With reference to FIGS. 1-10, FIG. 11 provides a flow chart illustratingan exemplary method of obstacle warning and avoidance. Generally, themethod 1100 starts at step 1104 and ends at step 1128.

After starting at step 1104, at step 1108 the method 1100 queries as towhether the charging panel is deployed. (In one embodiment, the step 420of method 400 are followed so as to determine if conditions allow thecharging panel to be deployed.) In one embodiment, any deployment otherthan fully retracted/stowed results in a response of Yes. If thecharging panel is deployed, the response to the query is a Yes and themethod 1100 proceeds to step 1112. If the response to the query is a No,the method 1100 proceeds to step 1128 and the method 1100 ends.

At step 1112, the one or more obstacle sensors are operated. In oneembodiment, the one or more sensors are simply turned on or activated.In other embodiments, such as depicted in FIG. 11, the method at step1112 interacts with database 113 and associated sensor data structures914 to configure the one or more sensors. Such interaction may occurautomatically between controller 110 and database 113, or may bereplaced or supplemented with vehicle occupant input. For example, avehicle occupant, such as the driver, may input (through, for example, adashboard graphical user interface or a mobile device such as asmartphone) his/her assessment of the obstacle risk and her requirementto activate a specific sensor in a specific manner. That is, the drivermay request that MMW radar one and IR camera three be activated. Theoperation of the one or more sensors may involve occasional or recurringcalibration operations (e.g. to provide ground truthing data so as tolimit false positives and/or to truth a sensor against sensor datasimply providing measurements to the roadway ahead). With the one ormore sensors operating, the method 1100 proceeds to step 1116.

At step 1116, the received obstacle sensor data is analyzed. Theanalysis may occur by the controller 110, and may comprise any signalprocessing technique known to those skilled in the art, to include thetypes of control and/or signal processing algorithms described above inrelation to FIG. 6. The received sensor data may require sensor fusiontechniques, in particular in configurations where multiple measurementsare provided of a particular location ahead or near the vehicle, eitherby a single sensor or a plurality of sensors or similar and/or differenttype. The method 1100 then proceeds to step 1120.

At step 1120, the method 1100 queries as to whether the analysis of step1116 determined that a hazard or obstacle in the pathway of the vehicle100 requires action. If the response to the query of step 1120 is No,the method 1100 returns to step 1108. If an action is required (that is,the response to the query is Yes and obstacle avoidance is required),the recommended action to effect is determined. The recommended actionmay be a function of the warning systems and/or damage preventioncapabilities of the system 10. For example, if the obstacle isdetermined to be just within a selectable vehicle pathway perimeter, theaction may be a visual and/or audio warning to the GUI and/or mobiledevice of a vehicle occupant. However, if the obstacle is determined tobe a more severe threat (e.g. of large size and/or in a more centrallocation relative to the vehicle pathway), the action may compriseimmediately retracting the charging panel and/or issuing a visual and/oraudio warning to take evasive action (e.g. bear left.) In someembodiments, the system automatically maneuvers the vehicle to attemptto avoid the obstacle. In some embodiments, the vehicle deploys one ormore physically active elements, such as a protective cage surroundingthe charging panel and/or one or more protective devices 226. The method1100 then proceeds to step 1124.

At step 1124, the recommended action, as determined at step 1124, isexecuted. The method 1100 then proceeds to step 1128.

FIG. 12 shows a vehicle in an emergency charging environment inaccordance with embodiments of the present disclosure. Generally, inthis embodiment of the invention, a specially-designed “tow truck” orother emergency assistance vehicle provides a charge to the electricvehicle. That is, the emergency vehicle comprises a charging panel orplate that deploys or extends so as to position below the electric(targeted) vehicle, wherein an emergency (or routine) charge isprovided. The emergency vehicle can include a battery pack and acharging circuit to deliver a partial or complete charge to the vehicle.This vehicle may be the equivalent of AAA bringing a gallon of gas to astranded motorist.

With reference to FIG. 12, an exemplar embodiment of a vehicle emergencycharging system 100 comprising an emergency charging vehicle 1200 andcharge receiver vehicle 100 is disclosed. The emergency charging vehicle1200 is a road vehicle, such as a pick-up truck, as shown in FIG. 12.The emergency charging vehicle 1200 is configured to provide a charge toa charge receiver vehicle 100,such as an automobile, as shown in FIG.12. The emergency charging vehicle 1200 comprises an energy source i.e.a charging power source 116 and a charge provider controller 122 incommunication with the charging power source 116. The emergency chargingvehicle 1200 provides a towed and/or articulated charger plate 120, asconnected to the emergency charging vehicle 1200 by connector 1250. Theconnector 1250 may comprise a chain, rope, rigid or semi-rigid tow baror any means to position charger plate 120 near the charging panel 108of vehicle 100. Charge or power output of charging power source 116 isprovided or transmitted to charger plate 120 by way of charging cable orwire 1240. In one embodiment, the charging cable 1240 is non-structural,that is, it provides little or no structural support to the connectionbetween emergency charging vehicle 1200 and charging panel 108. Chargingpanel 108 (of vehicle 100) receives power from charger plate 120.Charger plate 120 and charging panel 108 may be in direct physicalcontact or not in direct physical contact, but must be at or below athreshold separation distance to enable charging, such as by induction.Charger plate 120 may comprise wheels or rollers so as to roll alongroadway surface. Charger plate 120 may also not contact the groundsurface and instead be suspended above the ground; such a configurationmay be termed a “flying” configuration. In the flying configuration,charger plate may form an aerodynamic surface to, for example,facilitate stability and control of the positioning of the chargingplate 120. Energy transfer or charging from the charger plate 120 to thecharge receiver panel 108 is through inductive charging (i.e. use of anEM field to transfer energy between two objects). The charging panel 108provides received power to energy storage unit 112 directly or by way ofcharging panel controller 110. In one embodiment, the receipt and/orcontrol of the energy provided via the charging panel 108 is provided bycharging panel controller 110.

Charging panel controller 110 may be located anywhere on charge receivervehicle 100, to include, for example, the roof, side panel, trunk, hood,front or rear bumper and wheel hub of charge receiver 100 vehicle. Insome embodiments, charging panel 108 may be deployable, i.e. may extendor deploy only when charging is needed. For example, charging panel 108may typically stow flush with the lower plane of vehicle 100 and extendwhen required for charging. Similarly, charger plate 120 may, in oneembodiment, not be connected to the lower rear of the emergency chargingvehicle 1200 (as depicted in FIG. 12) by way of connector 1250 and mayinstead be mounted on the emergency charging vehicle 1200, to include,for example, the roof, side panel, trunk, hood, front or rear bumper andwheel hub of emergency charging vehicle 1200. Connector 1250 may beconfigured to maneuver connector plate 120 to any position on emergencycharging vehicle 1200 so as to enable charging. Control of the chargingand/or positioning of the charging plate may be manual, automatic orsemi-automatic; said control may be performed through a GUI engaged bydriver or occupant of receiving vehicle and/or driver or occupant ofcharging vehicle.

FIG. 13 is a diagram of an embodiment of a data structure for storinginformation about an emergency charging panel configuration for givenemergency charging environments. The emergency charging data structures1314 are stored in vehicle database 113 and accessible by vehiclecontroller 110. The data contained in data structure 1314 enables, amongother things, for the vehicle controller 110 to initially position andto control the position of a deployed charging panel 108 for givenemergency charging type and/or conditions.

Exemplar data may comprise emergency charging type 1315A, meaning a“contact” or a “flyer” type of charging plate 120, as provided byemergency charging vehicle 1200. A contact charging type is a chargingplate 120 that makes physical contact with the charging panel 108 of theelectric vehicle 100. A flyer charging type is a charging plate 120 thatdoes not make (intentional) physical contact with the charging panel 120of the vehicle 100, but instead is suspended or flies above the roadwaysurface and below the charging panel 108. Note that one or both ofcharging plate 120 and charging panel 108 may be configured in variousgeometrical shapes, to include a flat panel and an airfoil (see, e.g.flat panel shape of FIGS. 2A-B and airfoil shape of FIG. 2C). A nominalrecommended separation distance is provided as 1315B between a set datume.g. the lower surface of the panel and the roadway, e.g. 8 inches.Charge rate 1315C may be set to numerical values or a qualitative value(e.g. low, medium, high which may correspond to a charging transmissionlevel). A pitch angle 1315D for the charging panel 108 may beestablished, and roadway type 1315E (shown with characteristicscomprising X, Y and Z representing roadway characteristics e.g. X mayindicate a highway, Y may indicate a roadway with some activeconstruction, and Z may indicate a roadway with significant crown). Amaximum vertical load 1315F represents a maximum allowed to the chargingpanel 108. An on/off toggle of shielding is data item 1315G, whichreferences deployment (i.e. “on”) or non-deployment (i.e. “off” onstowed) of an EM shield cage at least partially surrounding chargingpanel 108. The Other data type of 1315H may comprise other data itemsinvolved in electrical charging such as voltage levels, current values,etc as known to those skilled in the art, and operational data such ascosts of charging for a given emergency charging type or chargingprovider. Further data fields 1315L and 1315M are possible.

FIG. 14 provides an exemplar method of use 1400 of the emergencycharging from a roadway vehicle system 100. The method starts at step1404 and ends at step 1432.

After starting at step 1404, at step 1408 the method queries as towhether charging is available by emergency charging vehicle 1200. Thatis, a query is made as to whether the energy source (i.e. charging powersource 116) is able to provide a charging service to a charging panel108 of vehicle 100. If NO, the method proceeds to step 1432 and ends.(Alternatively, the vehicle 100 may return to a home base station orsimilar and recharge its energy source i.e. recharge energy storage unit112.) If the result of the query of step 1408 is YES, the methodproceeds to step 1412 wherein notice is provided (by one or moreemergency charging vehicles 1200) that charging is available. The noticemay comprise targeted communications e.g. by texting to vehicles 100within a selectable distance. The content of the notice may comprise:the availability of charging, and terms and conditions of charging(cost, payment types, amount available, duration of charging time, etc).The notice may comprise a physical mounted advertisement (e.g. a lightedsign on emergency charging vehicle 1200) that charging is available, notunlike a taxi “off duty” or “on duty” light mounted on emergencycharging vehicle 1200 rooftop.

At step 1416 a query is made as to whether vehicle 100 has requested orrequires or seeks a charge. Note that charging panel controller 110 maymonitor a state or status of charging (e.g. battery is charged at 32%,or battery charging level drops below a selectable threshold value e.g.below 10%) of the energy storage unit 112 of vehicle 100 to determine ifcharging is recommended or required. A user, such as a driver orpassenger, may also request that the vehicle be charged. If NO, themethod proceeds back to step 1412. If YES, the method proceeds to step1420.

At step 1420, a query is made as to whether the charge receiver 100vehicle is configured to receive the charging from emergency chargingvehicle 1200. Such a query may be facilitated by communications betweenvehicle “smart” control systems aboard one or both of emergency chargingvehicle 1200 and charge receiver vehicle 100, comprising communicationsbetween charge provider controller 122 and charging panel controller110. Note that incompatibilities may include min/max energy transferthresholds (e.g. voltages). If the query answer is a NO, the methodproceeds to step 1412. If YES, the method proceeds to step 1424 whereinthe charge receiver vehicle 100 is charged by emergency charging vehicle1200 and the method proceeds to step 1424 wherein the charging panel 108is positioned with respect to the charging plate 120 so as to receive(or transmit) a charge. The positioning of the charging plate 108 maycomprise selection of initial or nominal positioning via data containedin vehicle database 113 through emergency charging data structure 1314and emergency charging data structure fields 1315A-M. The method 1400then continues to step 1428 wherein a charge is provided by power source116 via charging plate 120 to charging panel 108 so as to power orcharge energy source 112 or vehicle 100. (Note that in one embodiment,the vehicle 100 may alternatively or additionally provide a charge tothe emergency vehicle 1200 via electrical energy transfer from chargingpanel 108 to charging plate 120.) When charging is complete the method1400 ends at step 1432.

In some embodiments, the user of vehicle 100 and/or the control systemof vehicle accesses vehicle database, or more broadly an externaldatabase via wireless communication for available charging sources. Fromthe one or more available charging sources, the user and/or controlsystem of vehicle may negotiate terms and conditions of the charging,comprising pricing, speed, rate and/or duration for the charging,physical interconnection requirements (e.g. a physical connectionbetween vehicle charging panel 108 and charging source charging plate120 may be required or a set separation distance may be required betweenthe charging panel 108 and the charging source charging plate 120),electrical interconnection requirements (e.g. current or voltagerequirements), and environmental setting for the charging (e.g. anestablished lat/long location for the charging, or a set corridor on ahighway, may be required).

In the detailed description, numerous specific details are set forth inorder to provide a thorough understanding of the disclosed techniques.However, it will be understood by those skilled in the art that thepresent techniques may be practiced without these specific details. Inother instances, well-known methods, procedures, components and circuitshave not been described in detail so as not to obscure the presentdisclosure.

Although embodiments are not limited in this regard, discussionsutilizing terms such as, for example, “processing,” “computing,”“calculating,” “determining,” “establishing”, “analysing”, “checking”,or the like, may refer to operation(s) and/or process(es) of a computer,a computing platform, a computing system, a communication system orsubsystem, or other electronic computing device, that manipulate and/ortransform data represented as physical (e.g., electronic) quantitieswithin the computer's registers and/or memories into other datasimilarly represented as physical quantities within the computer'sregisters and/or memories or other information storage medium that maystore instructions to perform operations and/or processes.

Although embodiments are not limited in this regard, the terms“plurality” and “a plurality” as used herein may include, for example,“multiple” or “two or more”. The terms “plurality” or “a plurality” maybe used throughout the specification to describe two or more components,devices, elements, units, parameters, circuits, or the like. Forexample, “a plurality of stations” may include two or more stations.

It may be advantageous to set forth definitions of certain words andphrases used throughout this document: the terms “include” and“comprise,” as well as derivatives thereof, mean inclusion withoutlimitation; the term “or,” is inclusive, meaning and/or; the phrases“associated with” and “associated therewith,” as well as derivativesthereof, may mean to include, be included within, interconnect with,interconnected with, contain, be contained within, connect to or with,couple to or with, be communicable with, cooperate with, interleave,juxtapose, be proximate to, be bound to or with, have, have a propertyof, or the like; and the term “controller” means any device, system orpart thereof that controls at least one operation, such a device may beimplemented in hardware, circuitry, firmware or software, or somecombination of at least two of the same. It should be noted that thefunctionality associated with any particular controller may becentralized or distributed, whether locally or remotely. Definitions forcertain words and phrases are provided throughout this document andthose of ordinary skill in the art should understand that in many, ifnot most instances, such definitions apply to prior, as well as futureuses of such defined words and phrases.

The exemplary embodiments will be described in relation tocommunications systems, as well as protocols, techniques, means andmethods for performing communications, such as in a wireless network, orin general in any communications network operating using anycommunications protocol(s). Examples of such are home or accessnetworks, wireless home networks, wireless corporate networks, and thelike. It should be appreciated however that in general, the systems,methods and techniques disclosed herein will work equally well for othertypes of communications environments, networks and/or protocols.

For purposes of explanation, numerous details are set forth in order toprovide a thorough understanding of the present techniques. It should beappreciated however that the present disclosure may be practiced in avariety of ways beyond the specific details set forth herein.

Furthermore, it should be appreciated that the various links (which maynot be shown connecting the elements), including the communicationschannel(s) connecting the elements, can be wired or wireless links orany combination thereof, or any other known or later developedelement(s) capable of supplying and/or communicating data to and fromthe connected elements. The term module as used herein can refer to anyknown or later developed hardware, circuit, circuitry, software,firmware, or combination thereof, that is capable of performing thefunctionality associated with that element. The terms determine,calculate, and compute and variations thereof, as used herein are usedinterchangeable and include any type of methodology, process, technique,mathematical operational or protocol.

Moreover, while some of the exemplary embodiments described herein aredirected toward a transmitter portion of a transceiver performingcertain functions, or a receiver portion of a transceiver performingcertain functions, this disclosure is intended to include correspondingand complementary transmitter-side or receiver-side functionality,respectively, in both the same transceiver and/or anothertransceiver(s), and vice versa.

While the above-described flowcharts have been discussed in relation toa particular sequence of events, it should be appreciated that changesto this sequence can occur without materially effecting the operation ofthe embodiment(s). Additionally, the exact sequence of events need notoccur as set forth in the exemplary embodiments. Additionally, theexemplary techniques illustrated herein are not limited to thespecifically illustrated embodiments but can also be utilized with theother exemplary embodiments and each described feature is individuallyand separately claimable.

Additionally, the systems, methods and protocols can be implemented toimprove one or more of a special purpose computer, a programmedmicroprocessor or microcontroller and peripheral integrated circuitelement(s), an ASIC or other integrated circuit, a digital signalprocessor, a hard-wired electronic or logic circuit such as discreteelement circuit, a programmable logic device such as PLD, PLA, FPGA,PAL, a modem, a transmitter/receiver, any comparable means, or the like.In general, any device capable of implementing a state machine that isin turn capable of implementing the methodology illustrated herein canbenefit from the various communication methods, protocols and techniquesaccording to the disclosure provided herein.

Examples of the processors as described herein may include, but are notlimited to, at least one of Qualcomm® Snapdragon® 800 and 801, Qualcomm®Snapdragon® 610 and 615 with 4G LTE Integration and 64-bit computing,Apple® A7 processor with 64-bit architecture, Apple® M7 motioncoprocessors, Samsung® Exynos® series, the Intel® Core™ family ofprocessors, the Intel® Xeon® family of processors, the Intel® Atom™family of processors, the Intel Itanium® family of processors, Intel®Core® i5-4670K and i7-4770K 22 nm Haswell, Intel® Core® i5-3570K 22 nmIvy Bridge, the AMD® FX™ family of processors, AMD® FX-4300, FX-6300,and FX-8350 32 nm Vishera, AMD® Kaveri processors, Texas Instruments®Jacinto C6000™ automotive infotainment processors, Texas Instruments®OMAP™ automotive-grade mobile processors, ARM® Cortex™-M processors,ARM® Cortex-A and ARM926EJ-S™ processors, Broadcom® AirForceBCM4704/BCM4703 wireless networking processors, the AR7100 WirelessNetwork Processing Unit, other industry-equivalent processors, and mayperform computational functions using any known or future-developedstandard, instruction set, libraries, and/or architecture.

Furthermore, the disclosed methods may be readily implemented insoftware using object or object-oriented software developmentenvironments that provide portable source code that can be used on avariety of computer or workstation platforms. Alternatively, thedisclosed system may be implemented partially or fully in hardware usingstandard logic circuits or VLSI design. Whether software or hardware isused to implement the systems in accordance with the embodiments isdependent on the speed and/or efficiency requirements of the system, theparticular function, and the particular software or hardware systems ormicroprocessor or microcomputer systems being utilized. Thecommunication systems, methods and protocols illustrated herein can bereadily implemented in hardware and/or software using any known or laterdeveloped systems or structures, devices and/or software by those ofordinary skill in the applicable art from the functional descriptionprovided herein and with a general basic knowledge of the computer andtelecommunications arts.

Moreover, the disclosed methods may be readily implemented in softwareand/or firmware that can be stored on a storage medium to improve theperformance of: a programmed general-purpose computer with thecooperation of a controller and memory, a special purpose computer, amicroprocessor, or the like. In these instances, the systems and methodscan be implemented as program embedded on personal computer such as anapplet, JAVA® or CGI script, as a resource residing on a server orcomputer workstation, as a routine embedded in a dedicated communicationsystem or system component, or the like. The system can also beimplemented by physically incorporating the system and/or method into asoftware and/or hardware system, such as the hardware and softwaresystems of a communications transceiver.

Various embodiments may also or alternatively be implemented fully orpartially in software and/or firmware. This software and/or firmware maytake the form of instructions contained in or on a non-transitorycomputer-readable storage medium. Those instructions may then be readand executed by one or more processors to enable performance of theoperations described herein. The instructions may be in any suitableform, such as but not limited to source code, compiled code, interpretedcode, executable code, static code, dynamic code, and the like. Such acomputer-readable medium may include any tangible non-transitory mediumfor storing information in a form readable by one or more computers,such as but not limited to read only memory (ROM); random access memory(RAM); magnetic disk storage media; optical storage media; a flashmemory, etc.

It is therefore apparent that there has at least been provided systemsand methods for laser and optical charging and communications. While theembodiments have been described in conjunction with a number ofembodiments, it is evident that many alternatives, modifications andvariations would be or are apparent to those of ordinary skill in theapplicable arts. Accordingly, this disclosure is intended to embrace allsuch alternatives, modifications, equivalents and variations that arewithin the spirit and scope of this disclosure.

What is claimed is:
 1. A system for charging a moving electric vehicle,the system comprising: an electrical storage unit disposed on theelectric vehicle; a charging panel in electrical communication with theelectrical storage unit; a vehicle controller that determines if theelectrical storage unit requires charging and configured to determine ifan emergency external power source is available to charge the electricalstorage unit; wherein the charging panel receives the charge from theemergency external power source and charges the electrical storage unit.2. The system of claim 1, wherein the charging panel is configured tooperate in a plurality of states comprising a retracted state and adeployed state
 3. The system of claim 2, further comprising an actuatorinterconnected to the charging panel and to the electric vehicle,wherein the actuator is configured to move the charging panel to receivethe charge.
 4. The system of claim 3, further comprising at least onerange sensor configured to measure a first measured distance between afirst point on the charging panel and a second point on a charging plateinterconnected to the emergency external power source.
 5. The system ofclaim 4, wherein the first point of the charging panel is positioned ata selectable desired separation distance from the second point on thecharging plate, wherein the selectable desired separation distance isselected from a vehicle database.
 6. The system of claim 5, wherein thepositioning of the first point of the charging panel to the selectabledesired separation distance is performed automatically by actuation ofthe actuator.
 7. The system of claim 6, wherein the vehicle controllerreceives the first measured distance and automatically actuates theactuator to adjust the position of the charging panel to the desiredseparation distance.
 8. The system of claim 1, wherein the emergencyexternal power source is disposed on a moving roadway vehicle.
 9. Thesystem of claim 8, wherein the charging plate is configured to extendfrom the roadway vehicle to a position below the electric vehicle,wherein charging is provided from the emergency external power source tothe charging panel of the electric vehicle.
 10. The system of claim 9,wherein a charging level of the charging is selectable from a vehicledatabase.
 11. The system of claim 9, wherein the charging plate is inphysical contact with the charging panel.
 12. The system of claim 3,wherein the actuator is configured to move the charging panel in both avertical and a lateral direction.
 13. A method for charging a movingelectric vehicle, the method comprising: determining, by amicroprocessor, a charge value of an electrical storage unit disposed onthe electric vehicle; determining, by the microprocessor, if the chargevalue is below a selectable threshold value wherein charging of theelectrical storage unit is required; identifying, by the microprocessor,if an emergency external power source is available for charging of theelectrical storage unit; and positioning, by the microprocessor, acharging panel of the electric vehicle, the charging panel positioned toreceive charging from a charging plate interconnected to the emergencyexternal power source; wherein the charging plate receives charging fromthe emergency external power source and charges the electrical storageunit.
 14. The method of claim 13, further comprising: measuring, by asensor, an alignment measurement between the charging panel and thecharging plate; transmitting, by the microprocessor, the alignmentmeasurement to an alignment controller; receiving, by the alignmentcontroller, the alignment measurement; determining, by themicroprocessor, a required alignment adjustment; and adjusting, by themicroprocessor, the position of the charging panel by the requiredalignment adjustment.
 15. The method of claim 13, wherein the chargingpanel is configured to operate in a plurality of states comprising aretracted state and a deployed state.
 16. The method of claim 15,further comprising an actuator interconnected to the charging panel andto the electric vehicle, wherein the actuator is configured to move thecharging panel to receive the charge.
 17. The method of claim 13,wherein emergency external power source is disposed on a moving roadwayvehicle.
 18. The method of claim 17, wherein the charging plate isconfigured to extend from the roadway vehicle to a position below theelectric vehicle, wherein charging is provided from the emergencyexternal power source to the charging panel of the electric vehicle. 19.The method of claim 18, wherein the charging plate is in physicalcontact with the charging panel.
 20. The method of claim 16, wherein theactuator is configured to move the charging panel in both a vertical anda lateral direction.